U.S. patent number 7,467,981 [Application Number 11/688,818] was granted by the patent office on 2008-12-23 for remote control device and watercraft.
This patent grant is currently assigned to Yamaha Marine Kabushiki Kaisha. Invention is credited to Noriyoshi Ichikawa, Takashi Okuyama.
United States Patent |
7,467,981 |
Okuyama , et al. |
December 23, 2008 |
Remote control device and watercraft
Abstract
A remote control device can be provided in a watercraft equipped
with at least three outboard motors for operating the outboard
motors by remote control. The remote control device can have a pair
of shift levers and can be provided with a detection device for
detecting positions of the shift levers. A remote control-side ECU
can control the outboard motors 11 by signals from the detection
device. The remote control-side ECU can include a plurality of ECUs
corresponding to the outboard motors. The detection device can
include a plurality of detection devices for the outboard motors
disposed on the sides of the stern of a hull and one for the
outboard motor disposed between the side outboard motors. Each of
the detection devices can be connected to a respective one of the
remote control-side ECUs.
Inventors: |
Okuyama; Takashi (Hamamatsu,
JP), Ichikawa; Noriyoshi (Hamamatsu, JP) |
Assignee: |
Yamaha Marine Kabushiki Kaisha
(Shizuoka, JP)
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Family
ID: |
38628325 |
Appl.
No.: |
11/688,818 |
Filed: |
March 20, 2007 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20070293102 A1 |
Dec 20, 2007 |
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Foreign Application Priority Data
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Mar 20, 2006 [JP] |
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2006-076871 |
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Current U.S.
Class: |
440/1; 440/84;
440/86; 440/87; 701/21 |
Current CPC
Class: |
B63H
21/21 (20130101); B63H 21/213 (20130101); B63H
2020/003 (20130101); B63H 20/00 (20130101); B63H
21/22 (20130101) |
Current International
Class: |
B60W
10/06 (20060101) |
Field of
Search: |
;114/144RE,146
;440/1,84,86,87 ;701/21 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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03-061196 |
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Mar 1991 |
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2001-260986 |
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Sep 2001 |
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JP |
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2003-098044 |
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Apr 2003 |
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JP |
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2003-127986 |
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May 2003 |
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JP |
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2003-146293 |
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May 2003 |
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JP |
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2004-068704 |
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Mar 2004 |
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JP |
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2004-208452 |
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Jul 2004 |
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JP |
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2004-244003 |
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Sep 2004 |
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JP |
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2005-272352 |
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Sep 2005 |
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JP |
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2005-297785 |
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Oct 2005 |
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JP |
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2006-068575 |
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Mar 2006 |
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JP |
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2006-074794 |
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Mar 2006 |
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JP |
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2006-076871 |
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Mar 2006 |
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JP |
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2006-087325 |
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Apr 2006 |
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JP |
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2006-115305 |
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Apr 2006 |
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JP |
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2006-118039 |
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May 2006 |
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JP |
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2006-154480 |
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Jun 2006 |
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JP |
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2006-156526 |
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Jun 2006 |
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JP |
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WO2005-102833 |
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Nov 2005 |
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WO |
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Other References
Product catalog of i6000TEC--Triple Engine Electronic Shift &
throttle of Teleflex Morse Co., Ltd. (USA). cited by other .
U.S. Appl. No. 11/731,691, filed Mar. 30, 2007, entitled Remote
Control System for a Watercraft. cited by other .
U.S. Appl. No. 11/731,057, filed Mar. 30, 2007, entitled Remote
Control Unit for a Boat. cited by other .
U.S. Appl. No. 11/731,422, filed Mar. 30, 2007, entitled Remote
Control System for a Boat. cited by other .
U.S. Appl. No. 11/731,086, filed Mar. 30, 2007, entitled Remote
Control Device for a Boat. cited by other .
U.S. Appl. No. 11/731,681, filed Mar. 30, 2007, entitled Remote
Control Appratus for a Boat. cited by other .
Barron, Jim. "Get on the Bus." Trailer Boats Magazine, Jun. 2000,
p. 36. cited by other .
Spisak, Larry. "Know it by Chart." Boating Magazine, May 2000, p.
100. cited by other .
J.D. "Gains in technology will alter makeup of the . . . " Boating
Industry International, Nov. 2000. cited by other .
Declaration of Daniel J. Carr. cited by other .
Denn, James. "Future boats sales will hinge on technology." Boating
Industry International, Nov. 2000. cited by other .
Hemmel, Jeff. "Information, Please--The digital boating revolution
begins." Boating Magazine, Sep. 2000. cited by other .
Kelly, Chris. "Can We Talk?" Power & Motoryacht Magazine, Jun.
2000, pp. 36 & 38, 39. cited by other .
"Plug and Play" Advertisement from "Motorboating", Dec. 2000, p.
57. cited by other .
"MagicBus.TM. i3000 Series Intelligent Steering" Instruction
Manual. Telefex, Inc. cited by other.
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Primary Examiner: Basinger; Sherman
Attorney, Agent or Firm: Knobbe, Martens, Olson & Bear,
LLP
Claims
What is claimed is:
1. A remote control device for at least three propulsion devices of
a watercraft, comprising a pair of operating levers, a detection
device configured to detect positions of the operating levers, a
remote control-side ECU configured to control the watercraft
propulsion devices in accordance with signals from the detection
device, the remote control-side ECU comprising a plurality of
respective ECUs corresponding to said watercraft propulsion
devices, said detection device comprising a plurality of respective
detection devices, at least one respective detection device
corresponding to each of said watercraft propulsion devices
disposed toward sides of a stern of a hull of the watercraft and at
least one respective detection device corresponding to each one of
said watercraft propulsion device disposed between said watercraft
propulsion devices disposed toward the sides of the stern, wherein
each of the detection devices is connected to a respective ECU.
2. The remote control device as set forth in claim 1, wherein
respective ECUs comprise at least a left remote control-side ECU
connected to the watercraft propulsion device disposed at a left
side of the stern of the hull, at least a right remote control-side
ECU connected to the watercraft propulsion device disposed at a
right side of the stern of the hull, and at least a center remote
control-side ECU connected to the watercraft propulsion device
disposed between the left and right sides of the stern of the hull;
wherein said at least one respective detection device corresponding
to each of said watercraft propulsion devices disposed toward sides
of a stern comprises a left side detection device and a right side
detection device; wherein said at least one respective detection
device corresponding to the watercraft propulsion device disposed
between said watercraft propulsion devices comprises at least first
and second center detection devices, and wherein said pair of
levers comprises at least first and second levers; wherein said
left detection device and said first center detection device are
configured to detect a position of the first lever, said left
detection device being connected to said left remote control-side
ECU, and said first center detection device being connected to said
center remote control-side ECU; and wherein said right side
detection device and said second center detection device are
configured to detect a position of said second lever, said right
detection device being connected to said right remote control-side
ECU, and said second center detection device connected to said
center remote control-side ECU.
3. The remote control device as set forth in claim 2, wherein the
center remote control-side ECU is configured to calculate a mean
value of different detection values input into the center remote
control-side ECU from said first center detection device and said
second center detection device and to control said center
watercraft propulsion device based on the mean value.
4. The remote control device as set forth in claim 3, wherein said
plurality of respective ECUs are connected for communication to
each other.
5. The remote control device as set forth in claim 3, wherein
connections between said plurality of respective ECUs and said
detection devices corresponding to the respective ECUs, each have a
circuit structure in which an independent power source and
independent ground are provided.
6. The remote control device as set forth in claim 3 in combination
with a watercraft.
7. The remote control device as set forth in claim 2 wherein said
plurality of respective ECUs are connected for communication to
each other.
8. The remote control device as set forth in claim 2, wherein
connections between said plurality of respective ECUs and said
detection devices corresponding to the respective ECUs, each have a
circuit structure in which an independent power source and
independent ground are provided.
9. The remote control device as set forth in claim 2 in combination
with a watercraft.
10. The remote control device as set forth in claim 1, wherein the
watercraft includes first, second, third and fourth watercraft
propulsion devices, wherein the remote control device comprises
first, second, third, and fourth respective ECUs, each being
connected to a respective one of said first, second, third and
fourth watercraft propulsion devices, wherein said at least one
respective detection device corresponding to each of said
watercraft propulsion devices disposed toward sides of a stern
comprises a first detection device and a fourth detection device,
wherein said at least one respective detection device corresponding
to the watercraft propulsion device disposed between said
watercraft propulsion devices comprises at least second and third
detection devices, and wherein the first and second detection
devices are connected to first and second remote control-side ECUs
and are configured to detect a position of a first of said pair of
operating levers, and wherein third and fourth detection devices
are connected to said third and fourth remote control-side ECUs and
are configured to detect a position of a second lever of said pair
of operation levers.
11. The remote control device as set forth in claim 10, wherein
said plurality of respective ECUs are connected for communication
to each other.
12. The remote control device as set forth in claim 10, wherein
connections between said plurality of respective ECUs and said
detection devices corresponding to the respective ECUs, each have a
circuit structure in which an independent power source and
independent ground are provided.
13. The remote control device as set forth in claim 10 in
combination with a watercraft.
14. The remote control device as set forth in claim 10, wherein the
first and fourth propulsion devices are disposed towards the
lateral sides of the hull and the second and third propulsion
devices are disposed between the first and fourth propulsion
devices.
15. The remote control device as set forth in claim 1, wherein said
plurality of respective ECUs are connected for communication to
each other.
16. The remote control device as set forth in claim 15 in
combination with a watercraft.
17. The remote control device as set forth in claim 1, wherein
connections between said plurality of respective ECUs and said
detection devices corresponding to the respective ECUs, each have a
circuit structure in which an independent power source and
independent ground are provided.
18. The remote control device as set forth in claim 1 in
combination with a watercraft.
19. A remote control device for at least three propulsion devices
of a watercraft, comprising first and second operating levers, the
remote control device configured to control the power output of all
three propulsion devices with the first and second operating
levers, at least first, second, and third remote control-side ECUs,
at least first, second, and third detection devices, the first
detection device being configured to detect positions of at least
one of the pair of operating levers, the second detection device
being configured to detect positions of at least one of the pair of
operating levers, and the third detection device being configured
to detect positions of at least one of the pair of operating
levers, the first, second, and third detection devices being
connected to the first, second, and third control-side ECUs.
20. The remote control device as set forth in claim 19, wherein the
first detection device is configured to detect a position of the
first lever, the second detection device being configured to detect
a position of the second lever, and the third detection device
being configured to detect positions of both the first and second
levers.
21. The remote control device as set forth in claim 20, wherein the
third detection device comprises first and second position sensors,
the first position sensor being configured to detect a position of
the first lever, the second position sensor being configured to
detect a position of the second lever.
Description
PRIORITY INFORMATION
This application is based on and claims priority to Japanese Patent
Application No. 2006-076871, filed Mar. 20, 2006, the entire
contents of which is hereby expressly incorporated by
reference.
BACKGROUND OF THE INVENTIONS
1. Field of the Inventions
The present inventions relate to remote control devices in which
remote control of advancing, neutral, reversing, and adjusting the
velocity of a watercraft can be performed by operating an operating
lever.
2. Description of the Related Art
Japanese Patent Document JP-A-2005-297785 describes a remote
control operating device for a watercraft having, the remote
control device having an operating lever for operating remote
control of advancing, neutral and reversing. A watercraft
propulsion device is disclosed as having a gear shift device for
the shifting gears between advancing ("forward"), neutral and
reversing, and a shift actuator for driving the shift changing
device. A control means is provided for controlling the amount of
movement of the shift actuator based on the amount of operation of
the operating lever, wherein the operating lever can be moved over
a specified range from the neutral position. The control means
controls the amount of movement of the actuator according to a unit
amount of operation of the operating lever. As such, the
proportional relationship between the position of the operation
lever and the position of the actuator can differ in a portion
within the gear shifting range of the operation lever.
SUMMARY OF THE INVENTIONS
An aspect of at least one of the embodiments disclosed herein
includes the realization that, in a system such as that described
in Japanese Patent Document JP-A-2005-297785, difficulties arise
when adapting such a system for use with greater numbers of
propulsion units. For example, when such a system is adapted to be
used with three outboard motors, the number of remote control-side
ECUs corresponding to the number of outboard motors are connected
to their respective outboard motors. In such a system, only two
levers are provided and position sensors are provided to detect the
position for each operating lever. These sensors are connected to
both remote control-side ECUs connected to the outboard motors
disposed on both left and right sides of the stern. Additionally,
both of these left and right side remote control-side ECUs are
connected to the center remote control-side ECU connected to the
center outboard motor. Thus, when each operating lever is operated,
signals are sent through the left and right side remote
control-side ECUs to the center remote control-side ECU to control
the center outboard motor.
In such a case, the center remote control-side ECU can be affected
by the left and right side remote control-side ECUs, resulting in
difficulties in securing independence for each outboard motor.
Thus, an object of at least one of the embodiments disclosed herein
is to provide a remote control device and a watercraft in which
independence of each watercraft propulsion device is secured as
well as reliability even when the number of propulsion units is
greater than the number of operation levers on the remote control
units, for example, when there are three outboard motors connected
to a two-lever remote control unit.
Thus in accordance with at least one of the embodiments disclosed
herein, a remote control device for at least three propulsion
devices of a watercraft can comprise a pair of operating levers, a
detection device configured to for detect positions of the
operating levers, and a remote control-side ECU configured to
control the watercraft propulsion devices in accordance with
signals from the detection device. The remote control-side ECU can
comprise a plurality of respective ECUs corresponding to said
watercraft propulsion devices. The detection device can comprise a
plurality of respective detection devices, at least one respective
detection device corresponding to each of said watercraft
propulsion devices disposed on the sides of a stern a hull of the
watercraft and at least one respective detection device
corresponding to the watercraft propulsion device disposed between
said watercraft propulsion devices disposed on the sides of the
stern. Each of the detection devices can be connected to a
respective ECU.
In accordance with at least one of the embodiments disclosed
herein, a remote control device for at least three propulsion
devices of a watercraft can comprise first and second operating
levers, the remote control device configured to control the power
output of all three propulsion devices with the first and second
operating levers. The remote control device can also include at
least first, second, and third remote control-side ECUs, and at
least first, second, and third detection devices configured to
detect positions of at least one of the pair of operating levers.
The first, second, and third detection devices can be connected to
the first, second, and third control-side ECUs.
BRIEF DESCRIPTION OF THE DRAWINGS
The above-mentioned and other features of the inventions disclosed
herein are described below with reference to the drawings of the
preferred embodiments. The illustrated embodiments are intended to
illustrate, but not to limit the inventions. The drawings contain
the following Figures.
FIG. 1 is a perspective view of a watercraft having a remote
control device according to an embodiment.
FIG. 2 is a schematic illustration of the connection of the remote
control device and outboard motors of the watercraft.
FIG. 3 is a rear elevational view of the remote control device of
FIGS. 1 and 2.
FIG. 4 is a left side elevational view of the remote control
device.
FIG. 5 is a block diagram showing the connection of shift levers,
detection devices, remote control-side ECUs and outboard
motors.
FIG. 6 is a block diagram illustrating a modification of the
connection of shift levers, detection devices, remote control-side
ECUs and outboard motors of FIG. 5.
FIG. 7 is a schematic illustration of a modification of the
connection of remote control devices and outboard motors
illustrated in FIG. 2.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
Improved watercraft and remote control systems for watercraft are
disclosed herein. Although the present boats and remote control
systems are illustrated and described in the context of an outboard
motor-powered boat, the present inventions can be used with other
types of remote control systems and other types of vehicles.
Referring first to the construction, a watercraft can be
configured, as shown in FIG. 1 and FIG. 2, such that three outboard
motors 11, 12, 13 as "watercraft propulsion devices" can be mounted
to the stern in a hull 10. A remote control device 17, a key
switching device 18 and a steering device 19, etc. can also be
disposed in a driver's seat 15 provided on the hull 10. The
outboard motors 11, 12, 13 can be controlled with these
devices.
In the remote control device 17 of the driver's seat 15, as shown
in FIG. 1-FIG. 4, shift levers 26, 27 as a pair of "operating
levers" can be provided for rotation or pivoting on a remote
control body 22 for the throttle and shift operation. As shown in
FIG. 5, inside the remote control body 22, a left remote
control-side ECU 23 connected to the left outboard motor 11 can be
disposed at the left side and a right remote control-side ECU 24
connected to the right outboard motor 12 can be disposed at the
right side. Optionally, a center remote control-side ECU 25 can be
connected to the center outboard motor 13 disposed at the center.
The ECUs 23, 24, 25 can be built into the remote control device
17.
The remote control device 17 can be provided with, for one (left
side) shift lever 26, two left detection devices (lever position
sensors) 30 connected to the left remote control-side ECU 23, and
two first center detection devices 31 connected to the center
remote control-side ECU 25. These lever position sensors can be
include a Hall IC, for example. As such, when the shift levers 26,
27 are rotated, the magnetic field changes and this change is
converted into change in voltage by the Hall IC for the detection
of the position of rotation.
Thus, the left remote control-side ECU 23 and the two left
detection devices 30 are connected through two signal circuit
systems, and the center remote control-side ECU 25 and the two
first center detection devices 31 are connected through two signal
circuit systems.
Further, two right detection devices 32 can be connected to the
right remote control-side ECU 24, and two second center detection
devices 33 can be connected to the center remote control-side ECU
25 for detection of the movement of the other (right side) shift
lever 27. Thus, the right remote control-side ECU 24 and the two
right detection devices 32 are connected through two signal circuit
systems, and the center remote control-side ECU 25 and the two
second center detection devices 33 are connected through two signal
circuit systems. These detection devices 30, 31, 32, 33 can each
have an independent ground.
As a result, signals are transmitted to the center remote
control-side ECU 25 from both the shift levers 26, 27 through the
first and second center detection devices 31, 33. This center
remote control-side ECU 25 can be arranged such that when signals
of different detection values are input into the center remote
control-side ECU 25 from the first center detection device 31 and
second center detection device 33, the center remote control-side
ECU 25 calculates a mean value of the different detection values to
control the center outboard motor 13 based on the mean value.
The plurality of remote control-side ECUs 23, 24, 25 can be
connected for communication to each other by an inter-ECU
communication cable g.
Further, a key switching device 18 can be connected to these remote
control-side ECUs 23, 24, 25. This key switching device 18 can be
provided with main switches, starting switches, stopping switches
and buzzers (not shown) each corresponding to their respective
remote control-side ECUs 23, 24, 25. Additionally, these components
can be connected to the remote control-side ECUs 23, 24, 25 through
signal circuits.
Further, the steering device 19 in the driver's seat 15 has an
unillustrated steering wheel-side ECU built in and is provided with
a steering wheel 36 for the steering so that the position of
rotation (position of rotation angle) of the steering wheel 36 is
detected by a position sensor, and the position sensor is connected
to the steering wheel-side ECU through a signal circuit.
The steering wheel-side ECU is connected to the remote control-side
ECUs 23, 24, 25 through a DBW CAN cable as a signal line. Here, DBW
is an abbreviation of the term "Drive-by-Wire", referring to the
control device using electrical connection in place of mechanical
connection, and CAN is an abbreviation of the term "Controller Area
Network".
The left remote control-side ECU 23 can be connected to an
unillustrated engine-side ECU provided on the left outboard motor
11 through a power cable and a DBW CAN cable. Similarly, the right
remote control-side ECU 24 can be connected to an unillustrated
engine-side ECU provided on the right outboard motor 12 through a
power cable and a DBW CAN cable. Additionally, the center remote
control-side ECU 25 can be connected to an unillustrated
engine-side ECU provided on the center outboard motor 13 through a
power cable and a DBW CAN cable.
Three batteries 35, as power sources, can be connected to these
outboard motors 11, 12, 13, respectively.
As a result, connections between the plurality of remote
control-side ECUs 23, 24, 25 and the detection devices 30, 31, 32,
33 each have a circuit structure in which an independent battery 35
and independent ground are provided.
These engine-side ECUs can each be arranged such that engine
operation conditions such as fuel injection quantity, injection
timing and ignition timing can be controlled as appropriate based
on throttle opening from a throttle opening sensor, engine speed
from a crank angle sensor and detection values from other
sensors.
Further, various detection values (operating information) such as
throttle opening and engine speed can be transmitted from the
engine-side ECUs to the remote control-side ECUs 23, 24, 25
corresponding to the engine-side ECUs through DBW CAN cables, and
between the remote control-side ECUs 23, 24, 25, this operating
information being transmitted through the inter-ECU communication
circuit g.
Thus, the engine-side ECUs of the outboard motors 11, 12, 13 can be
controlled by control signals from the remote control-side ECUs 23,
24, 25, so that fuel injection quantity, injection timing and
ignition timing, etc. are controlled such that the difference in
engine speed between the outboard motors 11, 12, 13 falls within
the range of target values.
Numeral 37 in FIG. 2 designates a gage.
In some embodiments where a pair of shift levers 26, 27 are
provided with the first and second detection devices 31, 32 being
dedicated to the center outboard motor 13 (center remote
control-side ECU 25), it is possible for the center remote
control-side ECU 25 to perform independent control without signal
input from the other remote control-side ECUs 23, 24, securing
independence for each of the outboard motors 11, 12, 13 (engines).
Additionally, since signals are transmitted from the first and
second center detection devices 31, 32 directly to the center
remote control-side ECU 25, the response characteristics of the
outboard motor 13 to the shift levers 26, 27 can be improved.
In addition, signals can be transmitted to the center remote
control-side ECU 25 from both the shift levers 26, 27 through the
first and second center detection devices 31, 33. This center
remote control-side ECU 25 can be arranged such that when signals
of different detection values are input into the center remote
control-side ECU 25 from the first center detection device 31 and
second center detection device 33, the center remote control-side
ECU 25 can calculate a mean value of the different detection values
to control the center outboard motor 13 based on the mean value, so
that middle position control of the pair of left and right shift
levers 26, 27 can be performed, enabling control of the three
outboard motors 11, 12, 13 even by the pair of shift levers 26,
27.
Further, transmitting operating information mutually between the
remote control-side ECUs 23, 24, 25, their through the inter-ECU
communication circuit g, enables backup of the input from each of
the detection devices 30, 31, 32, 33, improving reliability.
Additionally, connections between the plurality of remote
control-side ECUs 23, 24, 25 and the detection devices 30, 31, 32,
33 corresponding to the remote control-side ECUs 23, 24, 25 each
have a circuit structure in which an independent battery 35 and
independent ground can be provided, securing independence of the
power source for each of the outboard motors 11, 12, 13 more
reliably.
FIG. 6 illustrates a modification including four outboard motors
11, 12, 13, 14. That is, the remote control device 39 can be
provided with four remote control-side ECUs 40, 41, 42, 43, each
connected to a respective one of the four outboard motors 11, 12,
13, 14. These remote control-side ECUs 40, 41, 42, 43 can be
connected to the outboard motors 11, 12, 13, 14 by two circuit
systems, respectively.
In addition, for one shift lever 26, two detection devices (left
detection device 46 and first center detection device 47) connected
to two remote control-side ECUs (left remote control-side ECU 40
and first center remote control-side ECU 42) can be provided.
Further, for the other shift lever 27, other two detection devices
(right detection device 48 and second center detection device 49)
connected to other two remote control-side ECUs (right remote
control-side ECU 41 and second center remote control-side ECU 43)
can be provided.
These remote control-side ECUs 40, 41, 42, 43 can be connected to
the detection devices 46, 47, 48, 49 by two circuit systems,
respectively. Thus, in the case where four outboard motors are
provided, independent control is also possible, securing
independence for each of the outboard motors 11, 12, 13
(engines).
FIG. 7 illustrates yet another modification including a system of
three outboard motors and two remote control stations. In this
modification, there can be three outboard motors 11, 12, 13, and on
each side of the main station and sub-station, a remote control
device 17, key switching device 18 and steering device 19
approximately the same as the system illustrated in FIGS. 1-5.
In the modification illustrated in FIG. 7, the same effects and
functions as those provided by the system of FIGS. 1-5 can also be
achieved.
Although in the foregoing embodiments, the outboard motors 11 . . .
are used for the "watercraft propulsion devices," the inventions
disclosed herein are not limited to such, and it is to be
understood that inboard engines can also be used
satisfactorily.
Although these inventions have been disclosed in the context of
certain preferred embodiments and examples, it will be understood
by those skilled in the art that the present inventions extend
beyond the specifically disclosed embodiments to other alternative
embodiments and/or uses of the inventions and obvious modifications
and equivalents thereof. In addition, while several variations of
the inventions have been shown and described in detail, other
modifications, which are within the scope of these inventions, will
be readily apparent to those of skill in the art based upon this
disclosure. It is also contemplated that various combination or
sub-combinations of the specific features and aspects of the
embodiments may be made and still fall within the scope of the
inventions. It should be understood that various features and
aspects of the disclosed embodiments can be combined with or
substituted for one another in order to form varying modes of the
disclosed inventions. Thus, it is intended that the scope of at
least some of the present inventions herein disclosed should not be
limited by the particular disclosed embodiments described
above.
* * * * *